The Bernina Railway Ge 6/6 81, later reclassified as Ge 4/4 81, and later still known as the Rhaetian Railway Ge 4/4 181, is a 1000 V DC metre gauge electrically powered heritage locomotive made in Switzerland. The locomotive was so named under the Swiss locomotive and railcar classification system. According to that system, Ge 6/6 denotes a narrow gauge electric locomotive with a total of six axles, all of which are drive axles, and Ge 4/4 is similarly a narrow gauge electric locomotive, but with only four axles, all of them drive axles. However, and as discussed below, neither of these names has been strictly accurate for this particular locomotive. Whatever its correct description, the locomotive is now a heritage vehicle owned by the Blonay-Chamby Railway. This engine is now in the BC workshops, undergoing a complete overhaul, with the target of putting her back into service in 2016 latest, when she will be 100 years old. History Origins as a Ge 6/6 A unique vehicle, the locomotive was manufactured in 1916 by the Swiss Locomotive and Machine Works (SLM) and fitted with electrical equipment by Brown Boveri & Cie (BBC). Its original operator, the Bernina Railway, had ordered it because a rapid increase in traffic on that railway had created a need for a separate locomotive for heavy trains. After entering service in 1916, the locomotive operated under the traffic number 81 on the Bernina Railway, between St Moritz in Switzerland and Tirano in Italy, via the Bernina Pass. With a weight of , distributed originally between six drive axles and two small additional axles discussed below, the locomotive was considered to be the most powerful metre gauge locomotive in Europe. However, the three axle bogies with their rod drive were not effective, and caused various difficulties that were untenable in the long run. In particular, the drive rods had a habit of breaking and on one occasion, a broken drive rod even penetrated the vehicle's roof. Conversion to a Ge 4/4 In 1929, the Bernina Railway addressed the locomotive's reliability problem by converting it from a C-C wheel arrangement into a B-B configuration, and therefore reclassified it as a Ge 4/4 type locomotive. The conversion involved removing the central axle of each bogie, lowering the traction motors, and installing new drive rods. These measures permanently eliminated the previous operational disturbances. At the same time, power output was